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CAP 722B, ed 5, UK SORA & Remote Pilot Competency AMC/GM announced by CAA

The CAA has published the ORS9 decision, ORS9 CAA Decision No.46, setting out the UK Specific Operation Risk Assessment (SORA) as Acceptable Means of Compliance to UK Regulation (EU) 2019/947 Article 11. This will become effective on 23 April 2025, and be updated in the Regulatory Library shortly.

The CAA has also published new Remote Pilot Competence standards as AMC, and an update to CAP722B.

Find out more on their website about SORA.


UK SORA: The CAA has developed the UK Specific Operation Risk Assessment (UK SORA) methodology to enable UAS operators to comply with the requirements for conducting an operational risk assessment set out in the UAS Regulation (UK Regulation (EU) 2019/947). New expanded AMC on remote pilot competence has been developed to support remote pilot training and progression for increasingly complex UAS operations.

Remote Pilot Competence – CAP 722B: This revision has been issued to introduce Entity requirements for applications in relation to the new remote pilot competence scheme introduced as Acceptable Means of Compliance to Article 8 of the UK Regulation (EU) 2019/947. In addition, new requirements, and guidance material regarding the use of Flight Simulator Training Devices (FSTD) has been provided. To improve clarity, this document has been restructured to include specific requirements, means of compliance (if applicable), and guidance material sections.

Watch the ARPAS-UK Fireside Chat on UK SORA

3 March 2025

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CAA’s Letter to PDRA01 & OSC Holders on SORA Transition

See below the letter sent on 7 February 2025 to all PDRA01 holders on SORA Transition. OSC holders received a very similar letter. In short:

PDRA-01 OAs are not affected by the introduction of UK SORA. No expected changes before 31 March 2026.

Introduction of UK Specific Operation Risk Assessment (UK SORA)

  • UK SORA will replace the OSC methodology (CAP 722A) in Q2 2025.
  • Aims to provide more transparent, structured, and consistent risk assessments for UAS operators.
  • Based on JARUS SORA v2.5.
  • A new digital UK SORA Application Service will streamline applications.

Differences Between UK SORA and OSC-Based Applications

  • UK SORA is quantitative, reducing subjectivity in risk assessments.
  • The application is online and guides users through SORA steps.
  • The process is split into two phases, so all assurance evidence is not required at the start.
  • An online calculator will help applicants determine necessary mitigation measures.

Impact on Current Operational Authorisations (OAs)

  • Existing OSC-based OAs remain valid until expiry.
  • Renewal using OSC is possible only before the UK SORA Application Service goes live.
  • New applications after UK SORA implementation must use the UK SORA process.
  • Two webinars will be set up directly by the CAA to guide operators.

Key Dates

  • Q1 2025 – UK SORA policy published (not yet in force).
  • Q1 2025 – Remote Pilot Competency Policy published.
  • Q2 2025 – RAE(F) and SAIL Mark policy concepts published.
  • Q2 2025 – UK SORA goes live and becomes mandatory.

Read more Regulation related news on our Regulatory Matters – News Repository

CAA Website | Drones

10 February 2025

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Live Fireside Chat 01 | UK PDRA-01 Standstill – WATCH AGAIN

CEO Anne-Lise Scaillierez and ARPAS-UK Director David Thurston hosted the first live-streamed Fireside Chat, discussing the CAA’s announcement to delay significant changes to the UK PDRA-01.

Live Chat was available during the stream to Subscribers of our YouTube Channel

If you would like to read ARPAS-UK’s official Statement on the CAA’s announcement regarding PDRA-01, please find it here.

3 February 2025

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ARPAS-UK Statement on UK PDRA-01: welcome standstill, as advocated

ARPAS UK welcomes the Civil Aviation Authority’s (CAA) announcement regarding the postponement of significant changes to UK PDRA-01. The decision to maintain the current iteration of PDRA-01 until 31 March 2026 demonstrates an understanding of the industry’s need for stability during the introduction of UK SORA (Specific Operations Risk Assessment).

DiSCO, the digital platform for PDRA01 applications, was a success, and the community recognises it. There is no value in another cycle of changing regulations and format with no benefit in terms of operating envelope, and following a new methodology that has not been tested yet with the OSC/ORA holders. 

In December 2024, ARPAS UK highlighted concerns to the CAA regarding the transition to the SORA methodology and advocated for “no impact, no change” on existing PDRA-01 operations. We are pleased to see the CAA addressing these concerns and delaying immediate changes, allowing operators to continue their activities without disruption.

Learning from Europe’s Experience: very low adoption of very conservative PDRAs. Must put more thoughts into proportionate, useful PDRAs.  

Feedback from the EASA IAM Forum in October 2024 highlights the low adoption rates of SORA-based PDRAs and Standard Scenarios in Europe. The EASA PDRAs derived from SORA are notably conservative and impose restrictions far greater than those under UK PDRA-01. They do not adequately meet industry needs and as a result adoption so far is low. The SORA methodology is developed, but its implementation is still a work in progress. It has become clear now that those initial scenarios need rework to become effective tools.  A review of UK PDRA01 that would result in an alignment with one of those PDRAs would hinder “business as usual” operations for many UK operators.

Advocating proportionality in the UK approach to SORA 

While aligning UK operations with the global standards followed by JARUS member countries offers long-term benefits, ARPAS-UK remains concerned about the challenges posed by the transition to SORA: 

  • The SORA methodology should enable us to do more complex operations, more consistently, and following an approach that can be exported.
  • For lower risk operations however, a full SORA application is most likely disproportionate and … beyond many operators’ grasp. ARPAS-UK suggests adopting simpler, more relevant authorisation frameworks, such as additional PDRAs or generic SORAs, where the CAA has done the work of mastering the SORA methodology and provides proportionate standard recipes that operators can easily understand and implement.

The current PDRA-01 covers drones up to 25kg, yet many operators fly much smaller, lower-risk drones. ARPAS UK continues to advocate for additional PDRAs tailored to the realities of drone operations, focusing on:

  • Reduced distances from uninvolved people for low-mass, low-speed, low-height drone operations.
  • BVLOS (Beyond Visual Line of Sight) with visual observers, also known as extended VLOS.
  • Higher operational heights, exceeding the current maximum of 120m.

We propose standardised and scalable authorisations, not location-specific, and facilitated through a streamlined, digitised process. These improvements would make low-risk activities more accessible, encouraging more operators to apply for or renew their Operational Authorisations.

As the UK’s trade association for the drone industry, ARPAS UK strongly supports regulation that is both appropriate and proportionate. We believe that relevant and accessible authorisations will encourage operators to remain within the regulatory framework, promoting industry growth and maintaining high safety standards.

By continuing to engage with the CAA and advocating for sensible regulatory solutions, ARPAS-UK aims to ensure that the UK drone industry thrives under a system that balances safety with operational practicality.

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ARPAS-UK advocates for transparency surrounding  the 2018 Gatwick [No?] Drone Incident Narrative AND urges the community to fly responsibly within the law, especially around airports.

First: ARPAS-UK, the UK’s leading drone industry body, calls for a revision of the narrative surrounding the 2018 Gatwick Airport incident. No credible evidence of malicious drone activity at Gatwick Airport was provided post-investigations. Yet, to this day, the Gatwick Drone incident and its sensational coverage has had far-reaching negative implications for the drone industry.

Second: ARPAS-UK advocates for the responsible use of drones, both recreationally and commercially, and recommends addressing the evidence-based issue of airspace infringements near airports through education and awareness. 

The 2018 Gatwick event

Despite the widespread reports at the time, subsequent investigations and freedom of information requests have failed to produce any credible evidence supporting claims of sustained malicious drone activity. As we enter 2025, continuing to assert that Gatwick Airport suffered a three-day disruption in December 2018 due to such activity lacks credible backing.

The ramifications of this incident have been far-reaching and detrimental to the drone industry. The sensational coverage has contributed to a negative perception of drones, leading to stricter regulations both in the UK and internationally.  This event has also tarnished the industry’s reputation, with the public associating drones with disruption and danger. Such misperceptions overshadow the potential of drones to drive economic, environmental, and social benefits. Some media however seem unable to help themselves and cannot resist talking about 2018.

Addressing the evidence-based issue of airspace infringements near airports through education and awareness. 

We support reasonable and proportionate measures to prevent misuse near sensitive areas such as airports, prisons, and critical infrastructure. Violating these laws, particularly actions that endanger aircraft, can lead to severe consequences, including imprisonment for up to five years. 

Since 2018, airports have significantly improved their preparedness for drone-related incidents, with many implementing detection systems and streamlined response procedures to manage drone activity effectively.

However, too many unauthorised drone flights detected in restricted zones continue to pose challenges. Many of these involve very small recreational drones which, despite their size, pose risks to other aircraft. What if an incident were to happen? 

We believe that part of the problem is that new fliers are not aware of, or do not understand the regulations and laws that are relevant to flying drones.  ARPAS-UK strongly advocates for education, communication, and simplifying the advice to reduce unauthorised flights. By equipping drone users with the knowledge of legal requirements, associated risks, and the consequences of non-compliance, we can foster a culture of safety and responsibility. ARPAS-UK contributes to National Police Chiefs’ Council (NPCC) committees to address these concerns, promoting initiatives that support safe and lawful drone operations while encouraging innovation and growth within the industry.

The safe adoption of drones drives GDP Growth, health and safety as well societal benefits.

Drones have proven their value across various sectors. They take on tasks that are challenging, hazardous, and labour-intensive, reducing risks for workers while enhancing efficiency and productivity. From delivering life-saving medical supplies and conducting environmental monitoring to enhancing public safety and enabling infrastructure inspections, drones are transformative. With their electric propulsion systems, drones also contribute to CO2 reduction efforts.

Conclusion

The drone industry offers immense opportunities for societal and economic advancement. It is essential to base incident narratives on verified facts, and to support the safe use of drones across the recreational and commercial communities. ARPAS-UK remains committed to supporting the responsible and safe use of drones into our daily lives, delivering the benefits  of this transformative technology.

About ARPAS-UK

ARPAS-UK is a Non-Profit Trade Association founded in 2013. We serve as the Collective Voice Empowering the UK drone Industry. Our objective is to accelerate the safe and professional adoption of drones across all industries, unlocking transformative for the economy and wider society. 

ARPAS-UK strives to work in the general public interest. We engage with a broad range of stakeholders with a fair and balanced approach, we foster a collaborative approach across the ecosystem. We advocate respect, inclusiveness and politeness in exchanges, and request professionalism within its membership through compliance with an agreed Code of Conduct. 

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Atypical Air Environment Policy Announcement: CAP 3040

The CAA has today, 15 October 2024, announced CAP3040: Unmanned Aircraft Operations in an Atypical Air Environment: Policy Concept. It will enable drones to fly beyond the visual line of sight (BVLOS) of remote pilots using ‘atypical air environments’.

This new policy marks a significant milestone for the future of drone operations for use in surveying national infrastructure and site security.

What is an atypical air environment? It’s an area of airspace where operators can expect there to be a reduced number of traditionally piloted aircraft, due to the proximity of ground infrastructure.

MEMBERS ONLY: you will separately have access to the Atypical Air Environment slide deck (via the NATMAC 96 post) and internal virtual debrief meeting.

ARPAS-UK welcomes and supports the introduction of the Atypical Air Environment policy, as an incremental step to facilitate BVLOS operations in lower risk environments, where no other aircraft is expected to be, for example just above assets that are inspected. These will already unlock a lot of economic value, and help the industry accumulate experience and flying hours in BVLOS.

  • New Drone Rules: The UK Civil Aviation Authority has introduced new rules allowing drones to fly beyond visual line of sight (BVLOS) for infrastructure inspections.
  • Enhanced Capabilities: These rules will enable efficient inspections of power lines, wind turbines, and site security, reducing costs and improving maintenance.
  • Innovative Policy: The policy supports the integration of drones into regular airspace, ensuring safety and operational efficiency.
  • Industry Collaboration: Companies like sees.ai and National Grid are collaborating to leverage these new rules for better infrastructure management and energy transition.

15 October 2024

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Tips: CAP2606 PDRA01 Ops Manual template is a proposed AMC, is it mandatory or optional?

Source: written exchange with CAA representative, July 2024

CAP2606 is a suggested format for a PDRA01 Operations Manual Template, but optional, the CAA do suggest operators use the provided template as it provides Operators with an easy-to-use method of complying with the regulations set out in CAP722H.

Q: Can operators continue to use and update their existing PDRA01 Operations Manual, reflecting as need be the CAP2606 recommendations?

Operators can continue to use and update their existing Operations Manual as long as they continue to fulfil their obligations as per UK Reg (EU) 2019/947 UAS.SPEC.050.

Note from ARPAS-UK: CAP2606 Ops Manual template is a proposed means of compliance to the operator’s obligation as per UK Reg (EU) 2019/947 UAS.SPEC.050 “Responsibilities of the UAS operator”. It is comprehensive, and in a way takes the Operator’s professionalism to an “OSC-ready” level since the underlying assumption is the maximum risk level under PDRA01. Many operators likely operate at the other end of the PDRA01 spectrum, where simpler Operations Manual and checklists could be sufficient.

Q: Will the CAA issue a guidance document to highlight the required info for those who will keep their existing Vol1?

Currently the CAA does not intend to issue further guidance for ad-hoc Operation Manual types, instead recommending that Operators move to the template suggested in CAP2606.

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Test Site Requirements for Aviation Innovators: KEY FINDINGS of CAA Consultation

The United Kingdom Civil Aviation Authority is looking to facilitate the development of safe and useful RPAS and AAM test sites, where market entrants can test and evaluate their products.

This document is the summary of the key findings of the consultation exercise conducted to understand innovators’ key requirements of test facilities for their novel products.

The CAA aims to support rapid aviation innovation by understanding and addressing the needs of operators and manufacturers during testing. A survey conducted in June 2023 highlighted diverse needs and regulatory barriers faced by the industry.

The CAA has established a Test and Evaluation team, issued new policies for RPAS modifications, and begun collaborating with the Ministry of Defence.

Future Plans: The CAA plans to develop a Pre-defined Risk Assessment for RPAS testing, create a list of test sites, and support hydrogen test sites.

15 August 2024

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24 June 2024 Drone Related Jobs

Disclaimer: All jobs posted here are from LinkedIn and other job sites including member and non-member organizations.

ISS Aerospace is looking for a UAV Software System Engineer.

Find out more

Tekever is looking for a UAV Software Engineer.

Find out more

Helsing are looking for a Drone Field Technician.

Find out more

Keltbray are looking for drone pilots.

Find out more

Dronamics are looking to recruit a Structural Analyst.

Find out more

Skydio is looking for a Field Support Representative – (Remote – EMEA)

Find out more

Skyports are looking to recruit a Site Reliability Engineer and a Remote Pilot Specialist.

Find out more

Airpelago is looking to recruit drone pilots.

Find out more

APEM Group are looking to recruit a Service Technician – Drones, camera specialist.

Find out more

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CAA: CAP722G Released

CAP722G: Unmanned Aircraft System Operations in UK Airspace – Specific Category UAS Modification Policy

The aim is to allow certain technical changes to be made to the UAS during the validity period of an Operational Authorisation, without the need to apply to the CAA for a variation in the OA. It is intended specifically for companies doing R&D activities, however any operator could also include in its Ops Manual the relevant process enabling that implementation of minor technical changes.

CAP722G provides a definition and associated processes for a technical change to an Unmanned Aircraft System (UAS), which is described in Assimilated Regulation (EU) 2019/947 AMC1 UAS.SPEC.030(2).

Aim
CAP 722G provides a definition and associated processes for a technical change to an Unmanned Aircraft System (UAS), which is described in Assimilated Regulation (EU) 2019/947 AMC1 UAS.SPEC.030(2).

UAS.SPEC.030(2) requires a UAS Operator to apply for an update to their Operational Authorisation following any significant change to the operation.

AMC1 to this regulation currently sets out that a technical change may be considered a significant change.

This policy sets out that some technical changes are not significant, and so do not require a variation to an OA, as described in figure 1.

2nd May 2024